Variable wheel tread vehicle



March 11, 1947. w. F. STREHLOW VARIABLE imam. mam VEHICLE 6 Sheets-Sheet 1 Filed Feb. 19, 1945 6 Sheets-Shoot 2 March 11, 1947. .w. F. STREHLOW YARIABLE WHEEL TRELD VEHICLE Filed m. 19, 1945 w. F. STREHLOW Mud. 11, 1941. 2,417,139 I I I VARIABLE WHEEL TREAD VEHICLE Filed Feb. 19, 1945 6 Sheets-Shae 3 mm i mmm w. FJSTREHLOW 2 7,139 VARIABLE WHEEL TREAD VEHICLE March 11; 1947.

Filed Fe 1 9, 1945- 6 sheets-sheet:

March 11, 1947. w. F. STREHLOW I VARIABLE WHEEL TREAD VEHICLE Filed Feb. 19, 1945 s Sheets-Sheet 5 w; F. STREHLO W VARIABLE WHEEL TREAD VEHICLE Filed Feb. 19, 1945 6 Sheets-Sheet 6 @mmn Patented Mar. 11, 1947 VARIABLE WHEEL TREAD VEHICLE Walter F. Strehlow, Wauwatosa, Wis asslgnor to Allis-Chalmers Manufacturing Company, Milwaukee, Wis., a corporation of Delaware Application February 19, 1945, Serial No. 578,582

. 1 A The invention relates to vehicles and more particularly to vehicles of the type in which the span between a pair of transversely spaced supporting wheels may be adjusted so as to widen and narrow the tread spacing of such wheels,

Attempts have been made in the past to provide a satisfactory variable-tread wheel-support ed vehicle, such as a tractor, wherein the tread may be adjusted through the application of engine power and without necessity of jacking up the vehicle preparatory to the tread-adjusting operation. However, such attempw up to this time have failed to produce a mechanically and commerciallysatisfactory solution of the prob lems involved, and more particularly to incorporate the desired features successfully in a tractor of utility for general farm purposes in which the tread is adjustable to conform with difierent crop row spacings and which ailords maximum clearance for row plants over which the tractor operates, as in cultivating. The present invention contemplates the provision of 38 Claims. (Cl. 180-75) a mechanically and commercially satisfactory variable-tread wheel-supported tractor which avoids the shortcomings and inadequacies of the prior art and which constitutes a novel and extremely useful apparatus.

It is a general object of the invention to provide a wheel-supported, vehicle of the adjustable tread type in which a rotatable radial, inner wheel part, usually in the form of a disk, is mounted in axially'fixed position on a supportillg axle carried by the vehicle body and is surrounded by an annular outer wheel part, usually in the form of a rubber tire and rim assembly, and in which the outer wheel part is connected with the inner wheel part through an improved form of adjustable connection which greatly facilitates and expedites the work of varying the vehicle tread.

A further objectof the invention is to provide a tractor of the adjustable tread type which will be eificient and reliable in operation and whose manufacturing costs will not be materially increased over-that of a fixed tread tractor.

More specifically, it is an object of 'the .in-

vention to provide an improved design and con-- struction of wheel parts of an adjustable tread wheel of a type including inner and outer wheel parts, in which the outer wheel part is operatively supported on the inner wheel part in axially shiftable relation thereto, and in which the inner wheel part has an actuating connection with the outer wheel part which will be operable by relative rotation of the wheel parts to move the outer wheel part axially on the inner wheel part within a suitable range to ailord the desired tread adjustment.

A further objectpf the inventionls to provide-in an assembly of inner ,and outer wheel parts of an adjustable tread wheel an improved arrangement for controlling the transmission of torque from one wheel part to the other so as to provide for rotation of one of the wheel parts relative to the other when it is desired to change the vehicle tread. and also for rotation of both wheel parts as a unit in forward and reverse 7 directions during normal operation of the vehicle after-the outer wheel part has been adjusted to any desired tread position.

A further object of the invention is to provide a torque control arrangement of the character set forth hereinbefore, which will permit variation of the range between the end posltions to which 'the outer wheel part may be moved by relative rotation of the wheel parts and which will automatically establish a 'circumferential driving connection between the wheel parts upon adjustment of the outer wheel part to one or either of said end positions and be elfective to transmit torque from one wheel part to the other through the mentioned driving'con nectionwithout subjecting said wheel parts to appreciable axial thrust upon each other.

A further object of the invention is,to provide an adequate mounting for the outer wheel part on the inner wheel part which will render the improved wheel assembly adapted for use in motor vehicles, and particularly for the purpose of changing the tread spacing of the propelling wheels without jacking up the vehicle, and whereby upon applicationof the driving torque of the engine to the inner wheel part the outer inner wheel part as set forth hereinbefore, which will be operable to afiord slight radial and axial play between the wheel parts to facilitate relative rotation of the wheel parts when it is desired to change the vehicle tread, and also to entirely eliminate said radial and axial play after the outer wheel part has been adjusted to any desired tread position, so that the wheel parts will b positioned in properly fixed relation to each other in normal operation of the vehicle.

A further object 01' the invention is to provide an improved wheel assembly of the character set forth herelnbefore, in which the outer wheel other limit position affording a still wider tread spacing.

A further object of the invention is to provide a wheel assembly affording two ranges of axial, adjustment for the outer wheel part, as set forth hereinbefore, and in which a plurality of circumferentially spaced connections between the inner and outer wheel parts may be. altered individually and successively while the wheel remains in active vehicle-supporting position and the wheel parts are kept in the same axial relation to each other, in order to selectively dispose the outer wheel part for adjustment within one range or the other.

A further object of the invention is to provide an improved wheel assembly of the character set forth hereinbefore which will be axially compact and which, in that respect, will aflord an advantage which is particularly desirable in vehicles, such as farm tractors, wherein axial compactness of the wheel assemblies as for instance compactness of such degree as is obtained in a tractor of the type disclosed in U. 5. Patent 2,254,358, dated September 2, 1941, and granted to C. E. Frudden and W. F. Strehlow, is desirable in order to provide for proper plant clearance in straddle row operations, such ascultivating.

The foregoing and other objects and advantages of the invention will become more fully apparent fromthe following description ofseveral embodiments of the invention shown in the accompanying drawings. Referring to the drawings, in which like reference characters designate the same or similar parts in the various views:

Fig. l is a side view of a variable-tread farm I tractor, the near rear wheel shown at the left side of the tractor being adjusted to a narrow-tread position;

Fig. 2 is an enlarged view, partly in section, of

the rear support-of the tractor shown in Fig. l, the rear wheels of the tractor being shown in narrow tread positionsi Fig. 3 is a partial view, at a reduced scale, of

' the rear support of the tractor shown in Fig. 1, showing the rear wheel at the left side of the tractor adjusted to a wide tread position;

Fig.4 is an enlarged perspective three-quarter side view of the left rear wheel of the tractor shown in Fig. 1, Fig. 4 showing the body and rim parts of said wheel adjusted to the same relative position'as shown in Fig. 3;

Fig. 5 is a perspective full side view of the wheel shown in Fig. 4, the. view being taken from the same side of the wheel as Fig. 4 and showing the body andrim parts of the wheel in the same relative position in which they are shown in Fig. 4;

Fig. 6 is a perspective view of part of the wheel shown in Fig. 5, illustrating a step of the tread adjusting operation;

Fig. 7 shows a rim development of the wheel shown in Figs. 4 and 5;

Fig. 8shows a, sectional view of the tractor rear wheel shown in Fig. l, the view being taken in the direction of arrowVIII in Fig. 1 and showwill be adjustable axially between certain ing a development of a peripheral part of the wheel body and of the underlying part of the wheel rim;

Fig. 9 shows a section on line IX-IX of Fig. 8; Fig. 10 shows a section on line x-x of Fig. 8;

Fig. 11 shows an enlarged" section on 'line' XI-XI of Fig. 1;

Fig. 12 is a fragmentary sectional view of a first 10 modification of the wheel assembly shown in Figs.

full lines in a relative position affording a minimum tread, and a shifted position of the rim aifording a wider tread being indicated in dotted lines: l5

portion of the wheel body shown in Fig. 12 and a development of the associated wheel rim, the relative position of the wheel body and rim as shown in full lines in the developed view of Fig. 13 being the same as the relative position of the 1 wheel body and rim as shown in full lines on Fig.

12, and the shifted position of the rim relative to I the wheel body as indicated in dotted lines in Fig.'13 being the same as the shifted position of the rim indicated in dotted lines in Fig. 12;

Figs. 14 and 15 are views similar to Figs. 12 and 13, respectively, and illustrate a relative arrangement of the wheel body and rim which permits adjustment of the wheel rim to a positionaffording a still wider tread than that which is indicated in dotted lines in Figs. 12 and 13;

Fig. 16 shows a second modification of the wheel assembly shown in Figs. 4 and 5, Fig. 16 being a full side view of the modified wheel assembly and taken from the same side ofthe wheel as Fig. 5;

Fig. 18;

Fig. 20 is a top view of the parts shown below the line XX-XX in Fig. 18;

Fig. 21 shows a development of part of the wheel rim shown in Figs. 16 and 1'1 and parts 00- operating therewith;

Fig. 22 shows a section on line XXII-XXH of Fig. 21; Fig. 23 shows a section on line XXIII-XXIII of Fig. 20;

Fig. 24 is a view similar to Fig. 19 showing a runner part in a position of adjustment different from that in which itis shown in Fig. 19; and

56 Fig. 25 is a side view of parts in Fig. 24, the view being taken in the direction of arrow XXV in Fig. 24.

The term "tricycle type tractor" commonly denotes a certain type of farm tractor in which the 60 body structure of the tractor is supported at its forward end on a pair of closely spaced front wheels, or on a single centrally located front .wheel, and in which the rear end of the body structure is supported on a pair of propelling wheels which are so arranged that they will run at opposite sides of the track of the front wheels or wheel. In order to adapt a tractor of this type for straddle row operations, such as cultivating, the front wheels or wheel are suitably pro- 7 portioned and arranged so as to run in the space between two adjacent plant rows, and the rear wheels are proportioned and spaced 9. suitable distance from each other so that they will run in the spaces between plant rows at theright and left sides, respectively of the tractor. Assuming,

4 and 5. the wheel body and rim being shown in Fig. 13 shows a development of the peripheral.

Fig. 17 shows a section on line xvn-xvn of Fig. 19 shows a section on line XIX-XIX of is, thedistance between the centers of the plant rows, is 34 inches, the proper tread spacing of the rear wheels in that case, that is, the distance between the track centers of the rear wheels would be about 68 inches. It is further usual in tractors of this type to provide for variation or adjustment of the tread spacing of the rear wheels so that the same tractor may be used for-straddle row operations on crops of different row spacings.- In a tractor having such provisions the tread spacing of the rear wheels may be reduced for instance, from the mentioned 68 inches, tosay, 64 inches in which case the tractor would beadapted to straddle two plant rows-which are spaced 32 inches apart, or the tread spacing'of the rear wheels may be increased to, ay, 74

inches, in which case the tractor would be adapted to straddle two plant rows which are spaced 3? inches apart. While traveling along the straddled plant rows the body structure of the tractor, and particularly the portion thereof extending transvers'ely between its rear wheels, must clear the straddled plant rows, and for that purpose two types of construction have heretofore been. em ployed. One of these constructions provides the necessary plant clearance by'mounting a substantially straight rear axle structure'on wheels of relatively large diameter, and the other construction provides the necessary plant clearance by mountingan upwardlyarched rear axle structure on wheels of relatively small diameter.

, upwardly arched axle structure, seeFig. 2; The

tractor as showfi on Fig. 1 is of the familiar frameless type and its'body structurecomprises four main units, namelyga forward bracket unit generally indicated by the reference character, I,

an engine unit v2, a torque tube unit3, and a transmission and rear axle unit 4. A pair of closely spaced centrally located front wheels 6' are steerably mounted on a, depending spindle support I of the bracket unit I', and a radiator. shell 8 enclosing a radiator and other accessories, not shown, is mounted on top of the bracket unit I. A fuel tank 9 for theiengina a steering wheel support. ii, an operators seat l2 and rear wheel fenders i3 are suitably mounted on the body, structure of the tractor. A steerin wheel M is mounted on the steering wheel sup-.

port ll within reach from the operator's seat l2 1 and is operatively connected with the front wheels 5 through a suitable mechanism, not shown.

Referring to Fig. 2, the rear wheels of the tractor are general indicated by the reference characters l5 and I The transmission and-rear axle unit 4 on which the rear wheels are mounted comprises a central housing section H and two elbow sections l8 and l 9 which are secured to the housing section -l'l so as to extend laterally therefrom in opposite directions the elbow section i8 being piloted in a hole of the left side wall of the housing section I! and retained in place by a circumferential series of studs and nuts (not shown), and the elbow section l9 beingsimilarly secured to the. right side wall of the housing section l'l. As indicated in Fig. 1, the housing section I1 is secured at its forward end to the rear end of the torque tube unit 3, and a change speed transmission mechanism, not shown, is enclosed within the forward of the housing'section ll. The rearward part ofthe housing section secured, see Fig. 2, encloses a differential mechanism, of conventional construction which is rotatably' mounted in partitions 2i and 22 of the housing section IT. The spider cage of the differential 20 carries a have] ring gear 23, and suitable provisions are made for transmitting power from the engine 2 to thering gear 23 in conformity with established practice such as disclosed, for instance, in the mentioned Frudden and Strehiow Patent No. 2,254,358. While the intervening mechanism between the engine 2 and the ring gear 23 is not shown, it will be understood that the change speed transmission enclosed in the forward part of the housing section ll has an intake shaft connected with a propeller shaft within the houslngpfthe torque tube section 3, and an output shaft geared to the ring gear 23, and that the propeller shaft is connectable with and disconnectable from the crank shaft of .the engine 2' :by meansof a master clutch enclosed within the forward housing portion of the torque tube unit I.

As shown in Fig. .2 the elbow section is of the rear axle structure comprises a horizontal tubular portion and 9. depending casing portion at the .outer end of the tubular portion, the lower end of the casing portion being closed by a drop pan 24., A shaft 26 which forms an axle for the rear wheel l5 at the left side of the tractor is rotatably mounted on the depending casing portion of the elbow section i8 by-means of transversely spaced' roller bearings 2'! and 28 which are mounted, respectively, in opposite side walls of the casing portion and cooperate with the shaft andwith the casing portion so as to rotatably support the i1 shaft 26 in axially fixed position on th tractor. A spur gear "is keyed or splined on the shaft 26 within the casing portion of the elbow section l8 nd meshes witha pinion 3| on a, pinion shaft 32, the pinion 3l being non-rotatably connected with the shaft 32 and preferably formed integrally therewith. A pair of roller bearings 33 and 34 at opposite sides, respectively, of the pinion 3i are operatively interposed between the shaft 32 and the elbow section l8 torotatably mount the pinion shaft coaxially with the tubular portion of .the elbow section and to secure it in an axially fixed position thereon. The shaft 32 is operatively connected with the differential 20, that is, it extends through the hub of the difierential cage and has a splined portion at'its inner end which is telescopically fitted into the splined hub of one of the diiferential pinions. A brake drum 36 is nonrotatably secured'to the pinion shaft 32 in axially fixed position thereon within a dry compartment of the housing section H at the left side of the latter. v

The elbow section I8 is an opposite hand duplicate of the elbow section l8 and encloses a final drive mechanism the same as described hereinhefore in connection with the elbow section l8. A pinion shaft 31 corresponding to the pinion shaft 32 extends axially through the tubular portion of the elbow section 19 and is operatively connected with the differential 20 in axial alinement with the pinion shaft '32. Generally, the arched rear axle structure and the enclosed mechanism shown in Fig. 2 are similar to the arched rear axle structure and enclosed mechanism shown in the mentioned Frudden and Strehlow Patent No.

2,254,358, and the operation of the differential and 76 final drive mechanisms for transmitting power II, to which the elbow sections II and I! are to the axle shaft 260! the left-rear wheel I! and to the corresponding axle shaft (not shown) of j the right rear wheel l6 will be readily understood without further explanation. Suitable brake mechanisms are provided for locking one or the other or both of the pinion shafts 32 and 31, the brake mechanism for the left pinion shaft 32 includingthe mentioned brake drum 36 and a brake pedal 36 which is indicated in Fig.1, and the brake mechanism for the rightpinion shaft 31 includes a similar brake drum and brake pedal, not shown. 7

The dash-dotted lines 69 and 4| in Fig. 2 in,- dicate the track centers of the rear wheels l6 and I6, respectively, and the transverse spacing of said track centers represents the tread spacing of the rear wheels l and [6. As shown in Fig; 2the track center 39 of the wheel I! coincides substan- I tially with the center plane of the gear 26, and Fig. 3 shows-the wheel I! adjusted to a position in which a. vertical plane through its track center 39 intersects the axis of the axle 26 at a point in proximity to the outer end of the axle 26. Provisions for shifting the track center 36 vlif the wheel l5 from one of-the mentioned positions to the other, and vice versa, and. to a plurality of.

tion may be effected while the wheel l6 remains by welding. Mounted on the bushing 63 is a bolt W 66 which, asmore clearly shown in Fig. 9, comprises a reduced cylindrical shank portion 6|, an enlarged cylindrical shank portion 62 in axial alinement with the reduced shank portion 6|, and a hexagonal head 63. The free end of the shank portion 6| is threaded and carries a nut 64, a lock washer 66 being interposed betweenthe nut 64 and the bushing 66. The roller" has e'central cylindrical bore into which the cylindrical shank portion 62 is loosely fitted but without appreciable radial play. A wrench may be applied to the hexagonal head 63 for holding the bolt 56 against rotation while the nut 64 is tightened up. Such tightening of the nutwill jam the roller 41 between the head 63 and the bushing 56, the axial width of the roller being slightly greater than the axial length of the shank portion 62. As a result,

the roller 41 will have no lateral play on the disk 42 when the nut 64 is drawn up tight to compress the lock washer 66, and. the roller 41 will be restrained from rotating on the shank portion 62 0f the bolt 56. However, loosening of the nut 64 releases the roller 41 for free rotation on the bolt As indicated in Fig. 5, all 01 the rollers 41, 43 and 4 6 are mounted on the disk 42 in the same oblique position in which the. roller 41 is shown in Fig. 8. Referring to the mounting of the roller 46 which is shown in Fig. 2, a bushing 66 which is a duplicate of the bushing 66 (Fig. 8) is obliquely secured to the disk 42 in the mounting ear for the roller in the same angular relation to the disk as explained hereinbefore in connection with the bushing 58 with reference to Figs. 8 and 9. A

. bolt 6'I-Which is a "duplicate of the bolt 59 is in the narrow tread position in which it is shown 1 in Fig. 2. The wheel I6, on the other hand, may be adjusted independently of the wheel I6 from the narrow tread position in which it is shown in Fig. 2 to a wide tread position, not shown, corresponding to that inwhich the wheel I5 is shown in Fig. 3, and to a plurality of intermediate tread positions. If desired, the wheels l5 and I6 may be adjusted simultaneously so as to increase or decrease the spacing between their track centers in one operation.

Referring to Fig. 2, the wheel l5 comprises a body part, or a radial inner part, in the form of] a dished plate metal disk 42, an annular outer part in the form of a rubber tire and rim assembly, and means for operatively mounting the outer wheel part on the inner wheel part in rotatable and axially shiftable relation thereto. The disk 42 is secured to a, radial flange of the axle 26 by a circumferential series of studs and nuts 42, holes 44 (Fig.4) for reception of the studs being grouped around a central aperture 46 of the disk, and'a pilot shoulder on the axle 26 is fitted into the aperture 46 for centering the disk on the axle. The periphery of'the disk 42 is irregularly shaped, as best shown in Fig. 5, to provide three mounting ears for a set of runners inthe form of rollers 41, 48 and 49, and to provide three further mounting ears 5|, 62, 53 for abutment webs 54, 56 and 51, respectively. Fig. 8 shows the mounting of the roller 41 on the disk 42. As shownin said figure, a. bushing 58 extends obliquely through the disk 42 on an axis which is inclined circumferentially of the disk as indicated by the angle or in Fig, 8, and which is squared radially of the disk as shown in Fig. 9. The bushing 58 is rigidly secured in its oblique position on the disk 42, preferably mounted in the bushing 66 and carries the roller 43, the explanations given hereinbefore as'to the construction and mode of operation of the roller 41 and .bolt 56 being likewise applicable to the construction and mode of operation of the roller 46 "and bolt 61. That is, the roller 46, like the roller 41, may be jammed laterally against the adjacent mountin bushing, and it may be released for free rotation on its supporting bolt. The mounting of the third of the rollers,

namely, of the roller 46, is generally similar to 7 that of the other two rollers which has been explained hereinbefore, but as distinguished from the rollers 41 and 48, the roller 49 is adjustable on the disk 42 to radially retracted and protracted positions. Referring to Fig. 11 which showsthe adjustable mounting of the roller 46, a bushing 66 which is another duplicate of the bushing 66 (Fig. 8) is obliquely secured to the 'disk 42 in the mounting 'ear for the roller 49 in the same angular relation to the disk as explained hereinbefore in connection with the bushing 58 with' reference to Figs. 8 and 9.

Mounted on the bushing' 66 is a cam bolt 69' which comprises a cylindrical shank portion H rotatably fitted into the bushing 68, a radially enlarged cylindrical shank portion 12 in offcenter alinement with the shank portion 1 l,-and a hexagonal head 13 of the same dimensions as the head 63 of the bolt 59. The shank portion 12 forms an eccentric or cam on the bolt 69, and the head 13 is suitably marked, as indicated in Fig. '5, so that the cam bolt 69 can be readily distinguished from the other bolts 59 and 61 when the wheel is in assembled condition as shown in Fig. 5. The free end of the shank portion II is threaded and carries a nut 14, a lock washer 16 being interposed between the nut 14 and the bushing 68. The roller 46 has a central tions 1| and 12. The roller 49 may thus readilybe adjusted on the disk 42 to radiall retracted and protracted positions. After the roller 49 has.

been adjusted to any desired radial position the nut 14 may be tightened to secure the bolt 89 against rotation within the bushing 88. Such .5) for the roller aeimac portions of the rail are sharply bent inwardly of the rim to provide end stops 88 and 89 (Fig. 41 which cooperates with the rail 88. As further shown in Figs. 5, and 9 the overhanging end of the rail 89 adjacent the end stop 88 is braced by a plate metal spacer 9| which is fitted upon the bead seat portion 8| of the rim tightening of the nut 14 will Jam the roller 49 between the head 13 of the bolt 89 and the bushing 88, the axial width of the roller being slightly greater than the axial length of the shank portion 12. Loosening of the nut 14 will release the roller 49 for rotation on the bolt 89.

Referring to Fig. 2, the roller 41- is indicated in dotted lines on the lower part of the disk 42, and the roller 48 is shown in full lines on the upper part of the disk in the same lateral relation thereto as the roller 41.- That-is, rotation of the axle 28 within its bearings 21, 28, and consequent rotation of the disk 42 will cause the rollers 41 and 48 to move bodily with the disk in a common radial plane. The third roller 49 which does not appear in Fig. 2 but which is shown in Figs. 1, 3 and 5 is mounted on the disk 42 in the-same lateral relation thereto as the rollers 41, 48, and when the disk 42 is rotated all of the therefore move bodily therewith in said common radial plane.

The annular outer part of the wheel I5 comprises a drop center rim 11 of standard design and a pneumatic tire 18 which is mounted on the rim in conformity with established practice. As

relatively wide drop center portion 19 and two annular bead seat portions 8| and 82. at the-op posite sides of the drop center portion 19. At

its inner periphery the rim is provided with three parallel, spiral track rails 83, 84 and 88 (Fig. 5) for cooperation with the rollers 41, 48 and 49, re

spectively, the configuration and relative ar-- rangement of the track rails being best illustrated in Fig. 4 which shows the full length of the track rail 84 and parts of the other two track rails 83 and 88. Each track rail occupies an arc of about 130 and leads transversely of the plane rollers will and which is suitably secured in place, as by welding. A similar spacer, not shown, is provided at theother end of the rail 83 adjacent the end stop 89 for supporting the overhanging portion of the-rail at said other end on the bead seat portion 82 of the rim.

. The foregoing description of the rail 83 and of its'mounting on therim 11 similarly applies to the other two rails .84 and .88. As shown in Fig. 5, the rail 84 has end stops 92 and 93 for the roller 48, and the rail 88 has end stops 94 and 98 for the roller 49, the end stops 92 and 94 as shown best shown in Fig. 2, the rim 11 hasa flat an'd I line 81 in Fig. 5 indicatesan imaginary split of the rim, and Fig. 7 shows an inside view of the rim as it would appear if the rim were split open at the line 81 and straightened'out into 'ahorizontal plane. The rail 83 which appears in full length in Fig. '7 extends obliquely from one side of the rim to the other across the drop center portion 19 to which it is suitably secured, as by riveting or welding. At its opposite ends the rail 83 projects a short distance beyond the corners of the drop center portion 19 and over the bead seat portions 8| and 82, respectively, ofthe rim. The extremities of the overhanging end end of the rail 84 on the bead seat portion 8| of the rim, and a similar plate metal brace 98 (Fig. 2) supports the overhanging end of the rail 84 on the bead seat portion 82 of the rim. The rail 881s similarly supported at its overhanging ends on the bead seat portions, respectively, of the rim by a plate metal brace 89 (Fig. 5) and by a plate metal brace |8| (Fig. 2)..

Each of the rails 83, 84 and 88 is made of rectangular bar stock the profile of which is best shown in Fig. 9. As further shown in Fig. 9, the roller 41 has a circumferential groove accommodating the rail 83, the groove being of a width slightly larger than the width of the rail 83 so as to enable the roller to straddle the rail without appreciable lateral play. Referring to Fig. 8, the helix angle of the rail 83 is indicated by the reference character )9, and the previously mentioned angle a which determines the oblique positionof the roller 41 on' the disk 42, is so proportioned that it forms the complement'of the helix angle p. The other rollers 48 and 49 'are circumferentially grooved the same as the roller 41, and they cooperate with the rails 84 and", respectively, in the same angular relation tothe disk 42 as explained hereinbefore in connection with the roller 41 and rail 83.

The rollers 41, 48 and 49 ailord three points of support for the disk 42 on the rim 11, and the rim is retained in. a plane at right angles to the axis of the axle 28 by cooperation of the flanges of the rollers with the side faces of the'rails 83,

tracted position still straddles the rail 88 so that the rim 11 will be prevented from lateral tilting relative to thedisk 42.- Adjustment of the roller 49 to its extreme radially retracted position places the roller 49 into relatively loose cooperative engagement with the rail 88. On the other hand, when the roller 49 is moved outwardly toward its radially protracted position by rotation of the cam bolt 89, as explained hereinbefore, the bot-' 82 of the rim. A plate .metal brace 81- (Fig. 5) corresponding-to the plate 11 tom surface of the groove in the roller 48 will first engage the-radially inner surface of the rail 88, and by continued outward movement of the roller 49 substantial radial pressure may be brought upon the rim at the contact points oi all three rollers with their respecive rails. The throw of the cam bolt 89 is suflicient to cause a slight distortion of the rim'from a perfect circle, that is, the cam bolt 89 may be operated to "chord the rim upon the disk. Outward adjustment of the roller 49 in the described manner places the roller 49' into relatively tight cooperative engagement with the rail 88.

As mentioned hereinbefore, the nuts on the supporting bolts 50, 87 and 80 for the rollers M, 08 and 49, respectively, may be backed ofi to release the rollers ifor free rotation relative to the disk, and when this is'done and the roller 49 is adjusted to its maximum retracted position the inner wheel part compri ing the disk 42, and the outer wheel part comprising the rim Ti and tire it will have a slight amount of radial and axial play relative to each other. Such slight play between the wheel parts is desirable to provide for relative rotation of the wheel parts without undue restraint during the tread adjusting operation, as

will be discussed more fully hereinbelow.

Referring again to Fig. 4, a first series of five mounting pads I02 to I08 for a control abutment or block I 01 are secured, as by welding, to the rim TI on a spiral 'line parallel to and between the rails 83 and 84. Fig. 7 shows the disposition oi the pads I02 and I08 relative to each other and to the rim more clearly. the line on which the pads are arranged extending obliquelyacross the rim in the middle between the rails 88 and 84, and the pads being equally spaced from each other along said line. The pads I08, I04 and I05 are directly secured to the drop center portion I9 of the rim, as by welding, and the end pad I02 is mounted on an angle clip I08 which is secured, as by welding, to the bead seat portion 8I of the rim. As shown in Figs. 4 and 5, the angle clip I08 has an axial leg flush with the drop center portion of the rim and a radial leg fitted upon the bead seat portion at the axially outer side of the rim, and the end pad I02 is secured to the axial leg of the clip I08 in alinement with the pads I03, I04 and I05. The other end pad I08 is secured to an angle clip I 08 (Fig. 'I) which is shaped and positioned on the bead seat portion 82 of the rim in the same manner as explained in connection with the clip I08. I

A second series of mounting pads III to H5 for a control abutment or block II8 (Fig. 5) are on an angle clip I25 which, like the angle clip I08, is fitted upon and secured to the bead seat portion 8| of the rim, and the other end pad I23 of the third series is correspondingly mounted on the bead seat portion 82 of the rim by means of an angle clip I28 (Fig. 'I).

Fig. 5 shows the control blocks I'I, H8 and I24 positioned at one end of each of the three series ofmounting pads, that is, on the mounting pads I00, H and I28, respectively, and Fig. 1 shows the same control blocks positioned at the other end of each of the series of mounting pads,

that is, Fig. 1 shows the control block I01 positioned on the end pad I02, the control block II8 positioned on the end pad III, and the control block I24 positioned on the end pad II9. In

other words, Fig. 1 shows the positions in which the control blocks are secured on the rim when clip III by welding along its longitudinal bottom.

pad to the other.

the wheel I5 is adjusted to its minimum tread position (Fig. 2), and Fig. 5 shows the positions in which the control blocks are secured on the rim when the wheel i5 is adjusted to the wide tread position in which it is shown in Fig. 3. The pad III and the control block IIIi positioned thereon as shown in Fig. 1 also appear, on an enlarged scale, in Figs. 8 and 10. As shown in these figures, the angle clip III to which the pad III is secured has an axial leg flush with the drop center portion 19 of-the rim and a vertical leg fitted upon the bead seat portion 8I of the rim, the clip being welded along its longitudinal edges to the rim. The pad III consists of a straight piece of rectangular steel bar, and a rectangular groove I21 is milled into the pad at the side thereof which faces the clip I", the groove I21 extending clear from one end of the tion of a cap screw I28 is formed at the center of the pad, see Fig. 5. The pad is secured to the edges, and the ends of the longitudinal channel formed by the groove I2'I- are left open. .When the wheel is operated in the wide tread position as shown in Figs. 3 and 5, the tapped hole in the pad III is exposed, and it may become clogged up by foreign matter such as mud or dirt. I'he groove I21 in the pad provides for discharge of the foreign matter when the bolt I28 is screwed into the hole. The foregoing description of the pad III similarly applies to each of the other pads, that is, each pad has a screw tapped hole mounted on the rim 1'! between the rails 83 and series of pads I02 to I08, similarly applies to the mounting of the second series of pads III to III. The end pad III of the second series is mounted on an angle clip II! which, like the angle clip I08, is fitted upon the bead seat portion 8| of the rim and suitably secured in place, as by welding. The other end pad H5 01' the second series is similarly mounted on an angle clip I I8 which is secured to the bead seat portion 82 of the rim.

A third series of mounting pads Hi! to I28 for a control abutment or block I24 (Fig. 5) are mounted on the rim 11 between the rails 84 and 88 as indicated in Fig. 7, and'the foregoing explanations regarding the-mounting of tlie first series of pads I02 to I08 similarly applies to the mounting of the, third series of pads IIQ to I23. The end pad H9 of the third series is mQlIllted at it center and a mud discharge channel at its bottom side.

The control block II8 as shown in Fig. 1 has a base portion fitted upon the' pad III and a lug portion projecting'fromthe base portion at one end thereof. As shown in Fig. 10 the base portion of the block 8 is channeled at its under side to match the pad III and it has a plain hole for insertion of the bolt I28 therethrough. The block H8 is detaohably secured to the pad III by the'bolt I28, and the channeled portion of the block base -closely fits the pad II'I so that the block will be secured against rotary displacement about the bolt I28 after the bolt has been tightened up. The lug portion of the control block is rigidly secured to the base portion as i by welding and has a tapped hole I28 (Fig. 10) for the reception of a cap screw I8I (Fig. 8). The disk 42, as mentioned hereinbefore, has three abutment webs 54, 58 and 51, and in the minimum,

tread position of the wheel I5 as shown in Fig. l the abutment web 54 of the disk contacts the lug portion of the controlblock II8. The cap screw I3I as shown in Fig. 8, extends through a suitable A tapped hole for the recep- -cap screws I3I, I32 and I34.

, follows without jacking up the tractor.

" auaise hole in the abutment web 84, andserves to detachably secure the disk 42 to the control block such axial outward movement of the outer wheel part is strongly resisted bythe friction between II6 whichin turn is detachably secured to the rim II by the cap screw I28. 'The foregoing description of the control block I I6 similarlyapplies to the other two control blocks I01 and I24.

- Inthe narrow tread position of the wheel I as shown in Fig. 1, the abutment web 56 of the disk 42 contacts the control block I01 and is detachably secured thereto by a cap screw I32 corresponding to, the cap screw I3I of the control rails 83, 84, 86 and the rim 11, all of which parts block I I6, and the block IN is detachably secured to the pad I02'on the rim by a cap screw I33 corresponding to the cap screw I28 of the block'l I6.

The third'abutment web 51 of the disk 42 andthe control block I24 are connected by a cap screw I34, and the block I24 is secured to the pad I I9 by a cap screw I36, in the same manner as explained in connection with the block II6.

From the foregoing explanations it will be seen that the disk 42 and the rim 11 may be locked together for rotation as a unit in opposite directions by securing the control blocks I01, H6 and I24 to the rim by means of the'cap screws I33, I28 and I36, respectively, and by securing the disk 42 to the control blocks by means of the When so locked together the disk and the rim are rigidly connected with each other'at-three points spaced 120 degrees apart, and chording of the rim upon the disk by means of the cam bolt 69, as explained hereinbefore, establishes three further load supporting connections between the .disk and the rim at the rollers 41, and 49. The rim'is thus 4 operatively supported on the disk at six points spaced 60 degrees "apart, and the loads towhich the disk and the rim become subjected in operaare sturdily constructedv and amply strong to withstand the heavy thrust loads without-undue strain. is the-disk 42 continues to rotate in anticlockwise direction relative to the rim II,

the "rollers move along the rails 88, 84 and 88,

respectively, and guide the outer wheel part axially of the inner wheel part toward the wide tread position in which the outer wheel part is shown in Fig. 3. the plane of the rim being securely retained at substantially right angles to the axis of the axle 28 throughout'such axial displacement or the outerwheel part due to the cooperation oi the roller flanges with the side surfaces of the rails.

Figs. 4 and 5 show the disk 42 rotated through an angle of approximately 130 degrees from the position in which the disk is shown in Fig. -1, and

the outer wheel part is shown in Figs. 4 and 5 in the same axial position relative tothe inner wheel tion of the tractor will be properly distributed circumferentially of the wheel.

The procedure of adjusting the wheel I5 -from the minimum tread position in which it is shown in Figs. 1 and 2 to the wide tread position in which it .is shown in Fig. 3 may be carried out as First, the disk '42 is released for rotation relative to the rim by taking out the cap screws I3I, I32 and I34; by backing up the nuts on the supporting bolts 59,. 61 and 69 for the rollers 41, 48 and 49, respectively, so as to release the rollers for free rotation on their supporting bolts, as has been explained hereinbefore; and by adjusting the roller 49. to its maximum retracted position as has also been explained hereinbefore. An oper ator may then get up on the seat I2, and while the engine is runnlngand the master clutch is disengaged, he may put the transmission in'forward gear and lock the brake for the right rear wheel I6. When the operator then engages the master clutch power from the engine will be transmitted through the differential -20, pinion shaft 32, pinion 3| and gear 29 to the axle shaft 26 and cause rotation of the disk 42 in a forward direction which will be anticlockwise as viewed in Fig. 1. Since the outer wheel part 11, I8 is in contact with the ground and subject to the tractor weight and the right rear wheel is locked, the disk 42 will start to rotate relative to the outer wheel part and carry the rollers 41, 48, 49 with it.

part in which it is shown in Fig. 3. It will be noted that the arrangement of the control blocks I01, H8 and: I 24 as shown in Fig. 5 diflers from the arrangement of the control blocks as shown in Fig. 1. The control blocks may-be moved .to

the positionsin which they are shown in Fig. 5 while the outer wheel part 'is in the narrow thread position shown in Figs. 1 and 2, and'in doing so an operator may proceed as'iollows. Starting, for instance, with the block I01, after thisblock'has been detached from the disk 42 andfrom the 'pad I02 by taking out the cap screws I32 and I33, the operator takes this block and places it in reversed position as shown in Fig. 5, on the pad I06 which is the'last pad of the first series of Dads I02 to I08 (Fig. '7). The

cap screw I33 is thenused to secure the block M1 in its reversed position on the pad- I06, a

' tapped hole for'the reception of the bolt being I provided in the pad as pointed out hereinbefore.

The other two controlblocks H6 and I 24 are similarly moved to the end pads H5 and I23 oi the second and third pad series, respectively, and the cap screws I28.and I26 are inserted to secure the control blocks H6 and I24 in the reversed positions on the pads II5 and I23 in which they are shown in'Fig. 5. All of this may be done, as stated, while the outer and inner wheel parts remain in the relative position in which they are shown in Figs. 1 and 2, and the disk 42 is properly designed so that its subsequent rotation relative to the rim in anticlockwise direction as viewed in Fig. 1, will move the abutment webs 54, I 56 and 51 thereof into contact with the control blocks II6, I 01 and I 24, respectively, as shown in Fig. 5. In this connection the followingshould be noted. g

Asbest shown in Fig. 5, the disk 42 has a radial recess I31 at its periphery between the mounting ear for the roller 48 and the'mounting ear 5| for the abutment web 54. Similar recesses I38 and I39 are formed at the periphery of the disk be- The rollers in turn will start to move along'their respective rails 83, 84 and 86, and the flanges of vthe rollers next to the disk 42 will bear laterally 'I'I which are spaced 120 degrees apart. While I tween the mounting ears for the roller 41 and the abutment web 56, and between the mounting ears for the roller 48 and the abutment web 51. In addition to the recesses I31, I38 and'l39 the disk-has three notches I4I, I42 and I48 at,its periphery, the notch I being arranged about midway between the abutment web 54 and the I 15' roller 41, and the other two notches being similarly arranged between the abutment web and the roller 48, and between the abutment web 01 and the roller 49. Fig. 1 shows the control blocks I01, H0 and I24 at the axially outer side of the disk 42, and if the blocks are moved to the end pad I06, H and I23, as discussed hereinbefore and as shown in Fig. 5, preparatory to axial outward movement of the outer-wheel part, such movement of'the blocks will locate them at the axially inner side of the disk M. The recesses E31. I33 and I 39 or the disk t2 aflord the necessary clearance which will prevent the control blocks I01, H6 and IN on the pads B06, '5, and I23, respectively, from striking the disk 52 when the outer wheel part moves axially outwardly relative to the inner wheel part from the position shown in Figs. 1 and 2 to the position shown in Fig.3

in response to relative rotation 01 the outer and inner wheel parts. That is, when the outer wheel part moves outwardly relative to the disk 32 and approaches the position shown in Fig. 3, the. control block till on the pad I06 passes through the space provided by the recess I38, and at the same time the other two control blocks H6 and i245 pass through the spaces provided by the recesses I31 and I39, respectively. The notches Hil, I62 and I 43 of the disk 42 aflordthe necessary clearance which will prevent the end stops 89, 93, and 96 of the rails 83, 84 and 86,

. respectively, from striking the disk 42 during the mentioned outward movement of the outer wheel part to the position shown in Fig. 3. When the outer wheel part approaches said position the end stop 89 passes through the space provided by-the notch HI, and at the same time the end stops 93 and 96 pass through the spaces provided by the notches I42 and It3,.respectively.

Axial outward movement of the outer wheel part 11, 18 relative to the inner wheel part in response to forward rotation of the disk 42 by engine power stops when the abutment webs 54, 56, 51 of the disk hit the control blocks IIB, I01, I24 on the pads 5, I00, I23, respectively. The outer wheel part is then in the position shown in Fig. 3, and in order to prevent the tractor engine irom stalling the operator may break the engine torque by disengaging the masterclutch. He may then'put the transmission in neutral and get oi! the seat I2. The mentioned engagement of the abutment webs of the disk with the control blocks on the rim which stops the axial outward movement of the outer wheel pant relative to the inner wheel part establishes a one-way forward driving connection between the wheel parts. That is, in

- the wide tread position of the outer wheel part as shown in Fig. 3, the abutment webs of the disk 42 cooperate with the control blocks on the rim to transmit forward driving torque from the disk' to the rim, and in order to lock said one-way driving connection the abutment webs are secured to the control blocks by means of the cap screws I3I, I32 and I84, as shown in Fig. 5. In other words, by securing-theabutment webs to the control blocks, the inner and outer wheel parts are secured against rotary displacement relative to each other. After the outer wheel' part has been moved to'the wide tread position as shown in Fig. 3, the roller 49 (Fig. 5) is protractedoutwardly by rotation of the cam bolt 69 so as to chord the rim upon the disk, and the nut 14 (Fig.

11) on the cam bolt as well as the nuts 64 (Fig. 9)

on the supporting bolts 59 and 61 for the rollers 41 and 40 are drawn up to restrain-rotation of the rollers relative to the disk 42, as has been exa',417,1ao T l6 plained hereinbeiore. As a result. the outer wheel part will be securely retained in its wide tread position on the tractor, and it will be adequately supported on the inner wheel part to withstand 5 the heavy strains to which the wheel may become subjected in operation of the tractor.

When it is desired to move the outer wheel part from the wide tread position in which it is shown in Fig. 3 to the minimum tread position shown in m Fig. 2, the control blocks I01, Ill and I24 may be moved to the positions in which they are shown in Fig. '1 while the outer wheel part is in the wide tread position shown in Fig. 3. The subsequent procedure is analogous to that described hereinbefore, and the inner wheel part is rotated by engine power in reverse, that is, in clockwise direction as viewed in Fig. 1, to move the outer wheel part axially inwardly relative to the inner wheel part. Such inward movement of the outer wheel part comes to a stop when the abutment webs 54, 56 and 51 hit the control blocks on the pads I02, III and H9. The abutment webs, in this case, cooperate with the control blocks to establish a one-way reverse driving connection between the wheel pants, and said one-way reverse driving connection is subsequently locked by means of the cap screw-s I3I, I32 and I34 to secure the wheel parts against rotary displacement relative to each other.

It will be noted that the outer wheel part surround the inner wheel part at a radial spacing from the center of rotation of the inner wheel part, that is, from the axis of the axle 20, which is greater than the vertical distance or said center justed position in overhanging-relation to theinner wheel part at the axially inner side thereof and in axially overlapping relation to the adia- 5 cent depending side portion oi the. rear axle structure.

I In connection with the shifting of the outer wheel part from the position shown in Fig. 3 to the position shown in Fig. 2 it has been pointed out hereinbefore that the control blocks I01, III and I24 may be secured to the pedal, III and I I9 as shown in Fig.1 while the outer wheel part is in the wide tread position shown in Fig. 3. Referring to Fig. 1, it will be noted that the pads I02, I II and I I9 are arranged peripherally of the rinr'in a first row at the axially outer end oi the rim 11, and that the pads I03, II2, I20 are arranged in a second row on a line which is parallel to the line on which the pads of the first row are 0 located. The pads I2I, I04 and II! are similarly of pads while the outer wheel part is in the position shown in Fig. 3. By properly positioning the control blocks on the second, third or fourth row of pads axial inward movement of the outer wheel part relative to the inner wheel part from the position shown in Fig. 3 may be stopped in a 17 number of intermediate tread positions of the outer wheel part. In order to stop the outer wheel part in a first intermediate tread position after it has started to move axially inwardly from the wide tread position shown in Fig. 3, the controlblocks are secured to the fourth row of pads I22, I05, II4 while the outer wheel partis in the wid tread position shown in Fig. 3. Proper cooperation of the abutment webs of the disk 42 with the control blocks, upon reverse or clockwise rotation of the disk, will be insured by securing each of the control blocks on its respective pad in the row I22, I05, H4 in the position which is illustrated in Fig. 6 for, the control block I01. That is,,all of the control blocks will be positioned So that their upstanding lug portions face anticlockwise, as distinguished from the showing in Fig. 5 where the control blocks are positioned so that their lug portions face in clockwise direction. Upon clockwise rotation of the disk 42 from the position shown in Fig. 6 the abutment webs of the disk will engage the control blocks and axial inward movement of the outer wheel part will be stopped, after a relatively short inward shift of the outer wheel part from the wide tread position in which it is shown in Fig. 3. summarily stated, the mentioned positioning of the control blocks on the fourth row of pads I22, I05, II4 determines the first intermediate tread position of the outer wheel part.

The second intermediate tread position of the outer wheel part may be determined by securing the control blocks on the pads I2l, I04, H3 (Fig. '7) of the third row in such positions thereon that the lug portions of the blocks face anticlockwise with reference to Fig. 5.

The third intermediate tread position of the outer wheel part may be determined by securing the control blocks on the pads I03, 2 and I20 of the second row ,(Fig. '7) in such positions thereclockwise with referenceto Fig. 5.

When the inner wheel part is rotated reversely, that is clockwise, relativ to the outer wheel part,

35 to perform.

18 position in which it is shown in Fig. 2, and that the control blocks are secured to the pads I03, H2, [20 of the second row (Fig. 7) in such positions that their lug portions face clockwise, which means in the direction in which the lug portions of the control blocks face in Fig. 5. Upon anticlockwise, that is forward, rotation of the disk 42 from the position in which it is shown in Fig. 2 the forwardly leading sides of the abutment webs 10 of the disk 42 will then engage the control blocks and axial outward movement of the outer wheel part will be stopped after a relatively short outward shift of the outer wheel part from its minimum tread position. Such short outward shift brings the outer wheel part to the mentioned fourth tread position and establishes a one-way I forward driving connection between the inner and outer'wheel parts. In order to lock said forward one-way driving connection the abutment webs of the disk may be secured to the control blocks by means of the cap screws I3I, I32, I34. An analogous procedure may be followed for adjusting the outer wheel part to the mentioned fifth and sixth intermediate tread positions, and for securing the inner and outer wheel parts against rotary displacement relative to each other after the outer wheel part has been shifted to the selected'intermediate tread position.

It should be noted that the guide mechanism comprising the rollers ,41, 48 and 49 and the spiral rails '83, 84 and 86 is radially spaced a substantial distance from the axle 26, which permits ample proportioning of the guide mechanism commensurate with the heavy duties which it has The substantial radial spacing of the guide mechanism from the axle 26 has the further advantage that it affords a favorable distribution of the loads to which the wheel becomes subject during the tread adjusting operation.

40 The rails provide relatively large wearing sur-- on that the lug portions of the blocks face antifaces, and the mechanism is not apt to develop undue looseness due to wear, which would render it inefllcient or inoperative in an unduly short time. The inner and outer wheel parts are freely as viewed in Fig. '5, for the purpose of shifting rotatable relative to each other during th tread the outer wheel part to any of the mentioned intermediate tread positions, the reversely leading sides of the abutment webs on the disk 42 will contact the control blocks upon arrival of the outer wheel part in the selected tread position, and as a result a one-way reverse driving connection between the wheel parts will be established in any of the intermediate tread positions of the outer wheel part. The abutment webs of the disk tion to another, and after the .inner and outer wheel parts have been locked together all radial and axial play therebetween is eliminated. The "adjustable wheel assembly comprising the inner and outer parts can be manufactured at relatively 42 may be secured to the control blocks by means low costs and it lends itself to use with existing of the cap screws I3I, I32 and I34 in order to secure the inner and outer wheel parts against rotary displacement relative to each other in any of said intermediate tread positions of the outer types of tractors, that is, it can be used m lieu of a, conventional type tractor wheel without necessitating any change, or at least any substantial change, of the rest of the tractor. A further advantageous feature of the tractor describedhereinbefore resides in the fact that it is devoid of any laterally projecting axle extensions which would cut down the plant clearance at the axially outer sides of the rear wheels, as when the anticlockwise, as indicated in Fig. 6, in order to 05 wheels 'are adjusted to minimum tread positions.

stop the outer wheel part in any of the mentioned three intermediate tread positions. A fourth, a fifth and a sixth intermediate tread position of the outer wheel part may be determined by socuring the control blocks to the pads of the second, third or fourth row, insuch positions that their lug portions face clockwise, that is, in positions corresponding to a reversal of the block 101 in Fig. 6. Assuming'for purposes of explanation A further advantage resides in the fact that an operator may conveniently preselect any desired tread position by securing the control blocks in the proper positions on the rim before engine power is applied to the inner wheel part for shifting the outer wheel part. There is no possibility for the outer wheel part to overtravel the selected tread position and it is not necessary for the operator to carefully maneuver the outer wheel part that the outer wheel part is in the minimum tread 76 into the desired tread position. He simply en- It should further be noted that the abutment.

webs of the disk, the control blocks and the as-' sociated cap screws are operable to establish a driving connection between the inner and outer wheel parts in any selected tread position of the outer wheel part and that the parts" affording said driving connection are efiective to transmit torque without subjecting said. wheel parts to. appreciable axial thrust upon each other.

vehicle-supporting condition, andthe work of jacking up the tractor and of manipulating the wheels or their tire and rim assemblies by hand is entirely eliminated. In this respect the improved wheel assembly disclosed herein not only saves considerable physical effort on the part oi the operator but it also eliminates the dangerous conditions which arise. particularly in connection This may be explained more fully with reference to Figs. 8 and 10. As shown in these figures, the abutment web 54 comprises a plate member which is placed on edge against the axially outer side of the disk 42 and it is rigidly secured thereto, as by welding. Theradial outer part of the plate has a short tongue I44 lying flat against the disk, and bracing webs I44 and (Fig. 5) are placed near the radial inner end of the plate. The web 54 extends transversely of the radial plane of the disk at an angle which,

as shown in Fig. 8, is substantially equal to the angle between the plane of the disk and the axis of the roller 41. The control block 6 ,is secured to the rim in such a position that the web 54 bears squarely against the upstanding lug portion of the control block. When the tree. tor as shown in Fig. l is driven in reverse, the driving torque is transmitted from the abutment web 54 directly to the control block H6, and when the tractor is driven forwardly the driving torque is transmitted from the abutment web 54 to the control block I 16 through the cap screw Hi. In either case the parts afiording the driving connection are effective to .transmit the torque without subjecting the inner and outer wheel parts to appreciable axial thrustupon 'each other. These considerations apply similarly to the other driving connections at the abutment webs 56 and El, and to any of the axially adjusted positions of the outer wheel part.

It will be seen that the wheel assembly de-. scribed hereinbefore in connection with Figs. 1 to 11 greatly facilitates and expedites the work of varying the tractor tread, it being understood that the foregoing explanations with respect to the rear wheel 15 at the left side of the tractor similarly apply to the rear wheel to at the right rear wheel may conveniently be released for relative rotation, and the actuating connection between the .inner and outer parts of each wheel may subsequently be operated by engine power to adjust the outer wheel part from one tread ppsitionto another, and after the outer wheel part of either wheel has been adjusted to any desired tread position, the inner and outer wheel parts may be conveniently locked together for normal operation of the tractor. During the entire procedure of varying the tread spacing of the rear wheels said wheels remainin active with larger size tractors and heavy wheels, when the tractor must be jacked up and the wheels or the tire and rim assemblies must be detached from the tractor and manipulated by hand in order to vary the tread spacing of said wheels.

It will further be seen that the abutment webs of the disk 42, the control blocks, the mounting pads for the control blocks on the rim, and the cap screws constitute an arrangement -for controlling the transmission of torque from one wheel partto the other so as to provide for rotation of one of the wheelparts relative to the other when it is desired to change the tread spacing of the rear wheels of the tractor, and also for rotation of'both wheel parts as a unit in forward and reverse directions during'normal operation of the tractor after the outer wheel part has been adjusted to any desired tread position. The torque control arrangement permits variation of the range between the end positions to which the outer wheel part may be moved by relative rotation-of the wheel parts. For example, when the outer wheel part is in its minimum tread position as shown in Fig. 2, and the control blocks are secured in proper positions on the first row of pads 802, ill, and 9 (Fig. 7), the control blocks determine one end position of the outer wheel part. While the outer wheel part is in said one end position the control blocks may be mounted in proper positions on the second row of pads M3, 2 and H0, and when so mounted the control blocks determine another end position of the outer wheel part. The range between 'the end positions.

.. pads and to which end positions the outer wheel part may be moved by relative rotation of the wheel parts is relatively short, but it may be increased by mounting the control blocks in proper positions on the third, fourth or fifth row of pads. When all of the control blocks are mounted in proper positions on the first row of pads a circumferential driving connection between the wheel parts will be automatically established upon adjustment of the outer wheel part to its minimum tread position, that is, to one of its end positions. On the other hand, if only one .of the control blocks is mounted in proper position on the first row of pads and either or both of the other two control blocks are mounted in proper positions on another row of pads a circumferential driving'connection between the wheel parts will be automatically established upon adjustment of the outer wheel part to either of said end positions.

Considering the abutment webs 54, 56 and 51 of the disk 42 and the control blocks H6, l0!

and I24 as relatively abuttable driving means, it will be noted that said driving means are operable to automatically establish a forward 21 part from said other (Fig. 3) to said one (Fig. 2) axially adjusted position thereof.

Figs. 12 to 15 are diagrammatic views of a modification of the adjustable wheel assembly.

described hereinbefore in connection with Figs. 1 to 11. The modified wheel assembly comprises an inner wheel part in the form of a dished disk I46 an'annular outer part in he form of a tire and rim assembly, the rim only being shown, and means for operatively mounting the outer wheel part on the inner wheel part in rotatable and axially shiftable relation thereto. The disk I46 is generally similar to the disk 42 and carries three rollers I41, I48 and I49 (Fig. 13) which are spaced 120 degrees apart and are identical in shape with the rollers 41, 48 and 49 which have been described hereinbefore in connection with the disk 42. One of the rollers I41, I48, I49 is supported on a cam bolt similar to the cam bolt 69 in Fig. 11, and the other two rollers are mounted on bolts similar to the bolt 59 in Fig. 9. The supporting bolts for the rollers I41, I48, I49 in turn are mounted on bushings I5I, I52, I53 (Fig. 13) which extend obliquely through the disk I46 at the periphery thereof, and which are similar to the bushing 58 shown in Fig. 8, but the bushings .I5I, I52, I53 are somewhat longer than the bushings on the disk 42, as will be apparent from a comparison of Fig. 13 with Fig. 3. Abutment webs I54, I56 and I51, corresponding to the abutment webs 54, 56 and 51 of the disk 42 are secured to the axially outer side of the disk I46, and

. additional abutment webs I58, I59 and I6I are secured to the disk I46 at the axially inner-side thereof directly opposite, respectively, to the abutment webs I54, I56 and I5].

The inner part of the modified wheel assembly is surrounded bya drop center rim I62 which is similar to the drop center rim 11 but of somewhat larger diameter to aiford more clearance at the I82, II8 and III, respectively, and the abutment webs I69, I6I and I68 at the axially inner side of the disk I46 cooperate with the control blocks I81, I24 and H6, respectively, to establish a one-way reverse driving connection between the disk I46 and the rim I62. This one-way driving connection may be locked in the same manner as explained hereinbefore, in order to secure the inner and outer wheel parts against relative rotary displacement when the outer wheel part is in its minimum tread position as shown in Fig. 12.

The procedure of shifting the outer wheel part from the minimum tread position in which it is shown in Fig. 12 to a first wide tread position which is indicated in dotted lines in Figs. 12 and 13, is analogous to the procedure of shifting the outer wheel part shown in Fig, 2 to the wide tread position shown in Fig. 3. That is, the control blocks I81, I24, and 6am secured in the proper positions on the pads I86, I23 and 5, respectively, preparatory to shifting the "outer wheel part axially outwardly relative to the inner wheel part, and upon subsequent application of.

one-way forward driving connection may be locked in the manner explained hereinbefore.

When the outer wheel part is in the mentioned first wide tread position as indicated in dotted lines in Figs. 12 and 13 the roller I41 bears upon the rail I63 at the end of the latter between the pads I86 and H5 in'Fig. 13, while the roller I48 bears upon the rail I64 at the end of the latter between the pads I86 and I23 in Fig. 13, and the roller I49 bears upon the rail I66 at the end of angle '7' (Fig. 13) of the rails I63, I64, I66 is somewhat smaller than the helix angle ,8 in Fig. 8,

and the rails I63, I64, I66 are longer than the rails 83, 84, 86, the opposite ends of the rails lying inside of the lateral confines of the rim as shown in Fig. 13, Mounting pads fOr a set of three control blocks are secured to the rim in the spaces between'the railsas shown in Fig. 13, and the mounting pads and control blocks are designated in Fig. 13 by the same reference characters as in Fig. 7 to indicate that the explanations given hereinbefore with reference to the mounting pads and control blocks of the wheel assembly shown in Figs. 1 to 11 similarly apply to the mounting pads and control blocks of the modified wheel assembly shown in Figs. 12 to 15.

In Fig. 12 the outer wheel part is shown in the the latter which appears at the top of Fig. 13..

Referring to Fig. 15, the last mentioned end of' the rail I66 appears at the top of saidfigure the same asin Fig. 13, and Fig. 15 shows the rim and the disk'in full lines in the relative position which they occupy when the outer wheel part is in the mentioned first wide tread position. However, the roller I49 in Fig, 15 is shown on the rail I64 and not on the end of the rail I66 to'which'end the roller I49 is moved, as stated, during the mensame lateralrelation to the elbow section I8 of the tractor as in Fig. 2, that is, Fig. 12 shows the tioned adjustment of the outer wheel part from its minimum tread position to the mentioned wide tread position. The transfer of the roller I 49 from the rail I66'to the rail I64 may be accomplished, after the outer wheel part has been,

moved to the first wide tread position, by changing the mounting of the roller I 49 on the bushing I53 so as to position the roller at the axially outer end of the bushing I53, that is, at the axially outer side of the disk I46, as shown in Fig. 15 and as distinguished from Fig. 13 where the roller I49 appears at the axially inner side of the disk I46. These explanations similarly apply to the showing of the rollers I41 and I48 in Fig. 15.

In actual practice, the transfer of the rollers I41, I48 and. I49 from the rails I63, I64 and I66, respectively, to the rails I66, I63 and I64, respectively, which results in the location of the rollers as shown in Fig. 15, may be accomplished as follows." While the tractor stands on the ground with the outer wheel part adjusted .to the men-v tioned first wide tread position, the weight of the tractor body will be supported on the part of the rim which lies below a horizontal plane through the axle 26, and at least one of the rollers, which maybe referred to as the top roller, will carry active load sustaining position and while the rim remains in the same axial position relative to the disk I46 in which it is shown in dotted lines in Fig. 12. After the top roller has been detached from the axially inner side of the disk I46, it may be transferred to the axially outer side of the disk for reinstallation on the bushing from which it has been removed. Such reinstallation of the top roller places it into cooperative engagement with a new rail adjacent to the rail from which the roller has been removed. Fig. 14 illustrates the described transfer of the top roller with reference to the roller I41. It will be noted that the rim I62 as shown in full lines in Fig. 14 occupies the same axial position relative to-the disk I46, in which it is shown in dotted lines in Fig. 12, and the full line showing in Fig. 14, therefore, illustrates the mentioned first wide tread position of the outer wheel part. The roller I41 as shown in Fig. 14 is positioned at the axially outer side of the disk I46 and in cooperative engagement with the rail I 66. The opposite ends of the bushing I6I in Fig. 14 are equally spaced axially from the rails I66 and I63, and it will be noted by reference to Fig. 13 that the rail I63 is the one on which the roller I41 travels during axial adjustment of the outer wheel part from its minimum tread position to its mentioned first wide tread position. With these considerations in mind it will be apparent that when the roller I41 is the top roller and the outer wheel part is in its first wide between the ends of the rail I63. The rolle; I41 1 similarly contacts the rail I66 about midway between the ends or said rail, and the roller I46 is tread position, the roller I41 may be transferred The rollers 841, I46 an I49 maybe broughtsuccessively to a top position by moving the tractor a corresponding distance while the outer whe'el part is retained in the mentioned first wide tread position, and each roller may be transferred from one rail to another after it has been brought to a top Position by proper movement of the tractor. For instance, after the roller I41 has been installed in cooperative engagement with the rail I66 as shown in Figs. 14 and 15, and whilethe outer wheel part is in the first wide tread position, the tractor may be driven a proper distance by application of its engine power to bring the roller I66 to a top position, and this roller may then be transferred from cooperative engagement with the rail I66 (Fig. 13) into cooperative engagement with the rail I 63 (Fig. 15),. Finally, the roller I46 may be brought to a top position by driving the tractor, and the roller I46 may thenaxially outer side of the disk I46, contacts the rail I63 at a point approximately in the middle correspondingly positioned about midway between the ends of the rail I64.

In connection with the adjustment of the outer wheel part, in Figs. 12 and 13, from its minimum tread position to its first wide tread position it has been mentioned 'hereinbefore thatthe control blocks I61, H6 and I24 are secured in proper positions on the pads-I66, IIS and I23, respectively, in order to-limit axial outward movement of the outer wheel part upon'forward rotation.

of the disk I46 (inth'e direction of arrow A in Fig. 13) relative to the rim I62. After the rollers I41, I46 and I46 have been transferred to the rails I66, I63 and I64, respectively, as shown in Fig. 15, the control blocks may be removed from the pads I06, H5 and I23 to release the disk I46 for rotation relative to the rim I62 in forward direction as indicated by the arrow A in Fig. 15. Each of the rails I63, I64 and I66 has a pair of end stops corresponding to the end stops of the rails 63, 84 and 66 shown in Fig. 5, the axially inner end stops of the rails I63, I64 and I66 being indicated in Fig. 15 by the reference characters I61, I66 and I69, respectively. When the disk I46 is rotated forwardly after the control blocks have been removed from the pads I06,

IIS and I23, the rollers I41, I48 and I49 will move along the rails I66, i 63 and I64, respectively, until they hit the end stops I69, I61 and I66, respectively. The mentioned movement of the rollers I41, I 46 and I49 along the rails causes axial outward movement of the outer wheel part beyond the mentioned first wide tread position, and such axial outward movement of the outer wheel part comes to a stop when the rollers hit the mentioned end stops on the rails. The outer wheel part then occupies a second wide tread position which is indicated in dotted lines in Figs. 14 and 15.

When the disk I46 is rotated forwardly relative to the rim I62 in order to move the outer .wheel part from its first to its second wide tread position, the pads I06, II5 and I23 pass from the axially inner side of the disk to the axially outer side thereof, and the abutment web I51 at the axially outer side of the disk approaches the pad I66, while atthe same time the abutment web I56 approaches the pad H5, and the abutment web I54 approaches the pad I23. When the rollers hit the end stops I61, I66, I69 of the rails, the position of the abutment webs I54, I56 and I51 relative to the pads I23, I l5 and I66 is such that the control blocks can be secured to these pads, and the webs I54, I56 and I51 can be secured'to the control blocks, in order to secure the inner and outer wheel parts against rotary displacement relative to each other.

When it is desired to move the outer wheel part axially inwardly from the second wide tread position which is indicated in dotted lines in Figs. 14 and 15, the disk I46 is first released for rotation relative 'to the rim I62, and the disk may then be rotated in reverse direction relative to the rim, as indicated by the arrow B in Fig. 15. Such reverse rotation of the disk will cause the outer wheel part to return to the mentioned first wide tread position, but it will be noted from Fig. 15 that axial inward movement of the outer wheel part may be continued beyond said first wide tread position by continued reverse rotation of the disk I46 relative to the rim. The double headed arrow 0 in Fig. 14 indicates the axial distance through which the outer wheel part may be shifted inwardly beyond the mentioned first-wide tread position, and which distance represents the shift which is imparted to the outer wheel part by movement of the rollers of a plurality of intermediate positions- The rollers I41, I48 and I49 are effective to provide a plurality of circumferentially spaced connectionsbetween the inner and outer wheel parts,

I41, I48, I49 from the points on the railsv at which they are shown in Fig. 15 to the ends of the rails adjacent to the axially. outer edge of the rim. One of the control blocks may be secured to the pad II I and to the abutment web I86, and the other control blocks may be similarly secured to the pad II8 and abutment web I54 and to the pad I82 and abutment web I81, respectively, for securing the inner and outer wheel parts against rotary displacement relative to each other when the outer wheel part has been shifted inwardly beyond the first mentioned wide tread position through the distance indicated by side thereof, as shown in Fig. 13, the outer wheel part may be adjusted axially of the inner wheel part between the limits represented by the full line and dotted line positions, respectively, of the rim in Fig. 12. On the other hand, if the rollers I41, I48 and I49 are-mounted on the disk I48 at the axially outer side thereof, as shown in Fig. 15, the outer wheel part may be adjusted axially of the inner wheel part between the limits represented by the dotted line I" in Fig. 14 and by the dotted line position in which the rimis shown in Fig. 14. .Considering a given point on the rim and a radialplane through a given point on the disk, axial displacement of' the rim relative to the disk will cause 'said'point to move transversely of said plane through a certain distance when the outer wheel part. is moved from one to the other of the limit positions represented, respectively, by the full line and: dotted line showings of the rim .in Fig. 12, and said point will move transversely of said plane through the same or substantially the same distance when the outer wheel part is moved from one to the other of the limit positions represented, respectively, by the line "I and by the dotted line showing of the rim in Fig. 14; The transfer of the rollers I41, I48 and I48 from one side of the disk I46 to the other, therefore, does not and by transferring the rollers from one side of the disk to the other in the manner explained hereinbefore said connections may be altered individually and successively while the wheel parts remain in active vehicle-supporting position and while the wheel parts are kept in the same axial relation to each other, in order to selectively dispose the outer wheel part for adjustment within one range or the other.

Figs. 16- to 25 show a second modification of the adjustable wheel assembly described hereinbefore in connection with Figs. 1 to 11. Fig. 17

shows part of the elbow section I8 of the rear axle structure shown in Figs. 2 and 3, and the projecting end of a vwheel axle I12 which axle is identical with the axle 28 in Fig. 2, except that the central pilot boss of the axle I12 for the wheel body is somewhat longer than the corresponding pilot boss of the axle 28. Rigidly secured to the axle I12 by studs and nuts I13 is a disk-shaped casting I14 which constitutes the inner or body part ofthe wheel and which has five radial ears I18 to I88 at its outer periphery, as shown in Fig. 16. An enlarged view of the ear I18 and of th parts mounted thereon is shown in Fig. 18, and Fig-19 shows the ear I18 and parts mounted thereon in section. The axially opposite sides of the ear I18 are spot-faced to provide a machined radial surface M at the axially outer side of the ear and another machined radial surface I82 at the axially inner side of the wheel. The periphery of the disk I14 has a crown which is suitably recessedat the axially inner side of the disk as indicated at I88 planations apply'to the other ears I11 to I88.

Referring further to Figs. 18 and 19, a bolt I84 is eccentrically mounted in a'bushing I88 which in turn is rotatably fitted into an axial throughbore of the ear I18, the bushing havinga hexagonal head at the axially outer side of the ear I18 so that it can be turned within the ear by means of a wrench. The bolt I84 carries a runner I81 which has a flat surface abutting the spot face I 82 and a deeply countersunk throughbore I88 accommodating the shank of bolt I84. The runner further has an enlarged head, and a groove I88 is formed in the runner head above the bore I88, the groove, as shown in Fig. 20, extending obliquely to the axis of the bore I88.

The runner head further has a thrust surface I9I (Fig. 20) at one end thereof extending at substantially right angles to the axis of the ially inner side of the disk I48 and in cooperative engagement with the rails I83, I84 and I88, respectively,- provides fora first range of axial adjustment of the outer wheel part relative to the inner wheel part, and the mounting of the rollers I41, I48, I49 at the axially outer side of the .disk and in cooperative engagement with the rails I68, I83 and I64, respectively, provides for a second range of axial adjustment of the outer Wheel part relative to the inner wheel part, and in each range the outer wheel part may be adjusted to,either of two end positions, and toany 18 side portion of the runner head,- and rotation of the bolt I84 relative to the runner I81 is limited by cooperation of the flat I83 with the bottom surface of the overlying side portion of the run ner head.

The bolt I84, the bushing I88 and the runner I81 are retained. in assembled position on the ear I16 as shown in Figs. 18, 19 and 20 by a nut I94 on the bolt I84, the hexagonal head of the bushing I86 bearing axially upon the spot lace I 8I, of the ear I16 and the runner I81 bearing laterally upon the spot face I82 of the ear I18 when the nut I84 on the bolt I84 is tightened to draw the head of the bolt upon the runner I81. The bolt Hi l, as stated, is mounted eccentrically in the bushing I86, and when the axial pressure oi the head of the bushing upon the spot face I81 of the ear I10 is eased up by backing oil the nut .190 on the'bolt I80, the bushing I86 may be rotatably adjusted on the ear I16. The bore I88 of the runner I81 is deeply countersunk as stated, and the smallest diameter of the bore is slightly larger than shank diameter of the bolt I86. As a result, when the nut I98 is backed oil a few turns. on the bolt I80 the runner I81 will be universally movable on the bolt I88. However, the runner I81 has very little radial play relative to the bolt I8 when the nut I88 is backed off to loosen the runner 081, and when the bushing I86 is rotated in the ear I18 from the position in which it is shown in Fig. 19, such rotation of the bushing will cause the bolt I80 and the runner I81 to move relative to the wheel body I towards a radially retracted position. During such retracting movement of the runner the lateral y projecting portion of its head above the ear I16 will approach the flat top surface of the ear, and the runner will come to rest on said top surface of the ear I16 before the bushing I86 has been rotated through a full 180 degrees from the position in which it is shown in Figs. 18 and 19. In other words, the bolt I88 and the runner I81 may be moved from a radially protracted to a radially retracted position on the wheel body I16 by rotary adjustment of the bushing I86 in the ear I16, but the bushing cannot be rotated through a full revolution, which. is a desirable feature as will appear more fully hereinbelow.

Additional runners I98 to I99 which are duplicates of the runner I81, are mounted on the ears I80, I19. I18 and I11. respectively, and the foregoing explanations with reference to the mounting of the runner I81 on the ear I16 similarly apply to the mounting of the other runners on their respective ears. I I

The wheel body I18 is surrounded by a. drop center rim 20I which has a drop center portion 202 and annular bead-seat portions 208 and 200 at the opposite sides, respectively of the drop center portion 202. A filler ring 208 which is rolled from angle iron stock is secured to the bead seat portion 208 at the inner periphery of the rim, the ring having a radial flange laterally seated upon the rim and secured thereto, as by welding, and an axialflange flush with the drop center portion 202 of the rim. Another filler ring 201 which is a, duplicate of the filler ring 208 is similarly secured to the bead seat portion 204 of the rim. A spiral guide rail 208 for the runner I81 is secured to: the rim 20I at'the inner periphery thereof and leads transversely of the plane of the rim from a point adjacent to the axially outer edge of the rim to a point adjacent to the axially inner edge of the rim, through an arc of approximately 150 degrees. Fig. 21 shows a development of the rail 208 and of the part of the rim to which it is secured. As shown in Fig. 21, the rail 208 extends obliquely across the drop center portion 202 ofthe rim, and the opposite end portions oi. the rail extend obliquely over thefiller rings 206 and 201. To secure the rail 208 in position on the rim it is riveted or welded to the drop center portion 202 and to the filler rings 206, 201. At the end of the rail adjacent to. the axially outer side of the rim a short bar 209 oi! the same height as the rail 208 is secured to the filler ring 208 and to the drop center portion of the rim, in position to extend at right angles to the plane of the rim, the bar 20!! forming an end stop on the rail 208 for the runner I81. Another short bar 2II corresponding to the bar 208 is similarly secured to the drop, center portion 202 of the rim and to the filler ring 201' at the other end of the rail 208, the bar 2 forming another end stop for the runner I81 on the rail 208. A series of equally spaced holes M2 to 222 are drilled into the rail 808 to extend clear from one side thereof to the other, the purpose of the holes being to provide stop stations on the rail as will be more fully explained hereinbelow.

Additional spiral guide rails 228 to 226 for the runners I90 to I99, respectively, are secured to the inner periphery of the rim 201 in the same manner as has been explained hereinbefore in connection with the rail 208. Each of the additional rails is of the same height and length as the rail 208, and leads transversely of the plane of the rim at-the same helix angle as the rail 208 through an arc of approximately 150 degrees. The end portions of allthe rails adjacent to the axially outer edge of the rim are equally spaced from each other circumferentially I of the rim, and and stops 209 are formed at said end portions of the rails .223 to 226, respectively, as indicated in Fig. 16, each of said end stops consisting of a short axial bar like the end stop 208 of the rail 208, and all of the end stops 208 are secured to the filler ring 206 and to the drop center'portion 202 of the rim. Figs. 1'7 and 21 show an end stop 2H at the end of the rail 206 adjacent to the axially inner edge of the rim 20I, which endstop, like the end stop 208 of the rail 208 consists of a short axial bar. corresponding end stopsare provided at the axially inner ends of the rails 223 to 226. The transverse holes 2I2 to 222 are provided in the rail 208 only.

The runner I 81 straddles the rail 208 as best shown in Fig. 19, and the runners I86 to I99 similarly straddle the rails 223 to 226, respectively. Each runner may be. loosened by first backing off the nut on its supporting bolt and by then turning the bushing tor the supporting bolt so as to move the runner to a radially retracted position on the wheel body I14. Retractmanner they still straddle their respective guidev rails, andwhile the rim 20I and the wheel body I14 will have a slight amount of axial and radial play relative to each other, cooperation of the runners with their respective supporting bolts, mountingears and guide rails, will prevent appreciable lateral tilting of the rim relative to the wheel body. In this condition of the wheel assembly the rim 20I may be. shifted axially'back and forth on the wheel body by relative rotation of the wheel body and rim in the manner described hereinbefore in connection with Figs. 1 to 11, it being understood that the modified wheel assembly shown in Figs. 16 to 

